危险类型对公交驾驶员危险知觉的影响

结合反应时方法和多维度驾驶风格量表,以140名公交驾驶员为研究对象,采用2（危险类型：隐藏危险、明显危险）×2（驾驶员分组：有无交通违规/事故记录）的混合实验设计考察危险类型对危险知觉的影响。结果发现：驾驶员对明显危险的反应时比隐藏危险短,无交通违规/事故记录驾驶员对明显和隐藏危险的反应时均比有交通违规/事故记录驾驶员短。控制驾驶风格后,危险类型主效应不再显著。结果表明,公交驾驶员危险知觉的特点随着危险类型不同而变化。     

The influence of attention allocation and age on intersection accidents

Many severe accidents occur in urban areas. As part of the research project UR:BAN, this study investigated the causes of driver errors (e.g., inadequate attention allocation) in urban areas when turning left at intersections. As intersection accidents are especially difficult for older drivers, differences between older and younger drivers were examined as well. In a first step, accident protocols of left turn crashes with pedestrians and bicyclists were analysed in detail, since they are the most dangerous ones. Characteristics of the oncoming traffic and the location of crossing bicyclists and pedestrians were identified as possible causes. Accordingly, critical scenarios were implemented in a static driving simulator, varying the characteristics of the oncoming traffic, the direction and location of crossing vulnerable road users. These factors were examined in a within-subject design, with two different aged groups of participants (12 aged 20–35 y, 12 aged 65+ y; between-subjects factor).The results revealed that the presence of the oncoming traffic, which was assumed to capture the drivers’ attention, did not lead to more accidents with vulnerable road users. However, this may be because many drivers waited until the oncoming traffic had passed. Unexpectedly, older drivers had fewer accidents. This may be explained by the more cautious behaviour of older drivers, who drove significantly slower and waited significantly longer at the stop line before turning. Further analyses showed that a more cautious behaviour, independently of the age, predicted accident avoidance better than attention allocation. From these results, warning systems for younger and older drivers, especially for those not driving cautious, need to be developed. This idea will be tested in future studies introducing different warning concepts.     

Influences on anger in German urban cyclists

Previous research shows that anger and aggression among road users lead to maladjusted driving and a higher risk of accidents. Especially cyclists as vulnerable road users have a high risk of being injured if they are involved in accidents. This paper examines reasons for cycling anger in two studies. The first study aimed at identifying anger provoking events. Seventy-three cyclists were invited to discuss anger provoking events in a focus group setting. These events were rated regarding their anger intensity, clustered within focus groups, and aggregated across all groups. The first study revealed 208 unique cycling anger provoking events of varying anger intensity that were summarized in six clusters. The second study aimed at validating these anger provoking events, the ratings, and the clusters. Here, 129 participants were asked to complete a four-time point diary study (over the course of ten days), in which they registered all anger provoking events that they experienced while cycling. The results of this study validated most of the anger provoking events of the first study. Both studies show that most anger provoking events are related to conflicts between cyclists with other road users like car drivers and pedestrians. Moreover, conflicts with car drivers seem to cause stronger anger among cyclists than conflicts with other cyclists or pedestrians. Implications for further research and the planning of road infrastructure are discussed.     

Ethical Predispositions to Violate or Obey Traffic Rules and the Mediating Role of Driving Styles

Traffic law violations are the most important determinants of traffic accidents. This study examined the influence of drivers' ethical perspective on their traffic violations and the mediating role of driving styles in these relationships. A sample of 313 drivers participated in the study. Contrary to expectations, high ethical relativism was found to be associated with fewer aggressive traffic violations. This suggests that the informal normative system that parallels the official traffic regulations is the more salient reference against which drivers usually assess the adequacy of their behaviors, highly relativistic drivers being more willing to also take into consideration the official traffic code in these appraisals. We also found significant interactions between idealism and relativism on both ordinary and aggressive violations. Idealism emerged as a predictor of these violations only in drivers low in relativism. In this group, one's concern about the harm that he/she might cause to other traffic participants induces higher traffic law abidingness. These influences of idealism were mediated by certain driving styles. Drivers' general ethical perspective fosters a specific pattern of driving styles and, consequently, the tendency to commit or to refrain from traffic violations.     

Accident involvement among Iranian lorry drivers: Direct and indirect effects of background variables and aberrant driving behaviour

Road accident rates among Iranian lorry drivers are considerably high and, according to empirical evidence, aberrant driving behaviours, summed to certain demographic, psycho-social and work-related factors, may explain their accident involvement. Consequently, the main aim of the study was to examine the direct and indirect effects of background variables (i.e. annual mileage, lorry driving experience, demographic and socioeconomic factors) on accident involvement mediated through aberrant driving behaviour among Iranian lorry drivers. A cross-sectional questionnaire survey was conducted in 2012 among 914 lorry drivers in 10 selected provinces in Iran. The 27-item Driver Behaviour Questionnaire (DBQ) was used to measure aberrant driving behaviour. Results from valid observations (n = 785) confirmed a four-factor solution (including ordinary violations, aggressive violations, errors, and lapses) of the DBQ. Errors, ordinary violations and aggressive violations were positively associated with accident involvement. However, lapses were not significantly associated with accident involvement. The results of structural equation modeling (SEM) further showed that, in addition to direct effects of background variables on accident involvement, several variables had indirect effects mediated by three-DBQ factors; ordinary violations, aggressive violations, and errors. Higher age, having more lorry driving experience, having higher educational attainment, and married drivers were indirectly related to less accident involvement. Annual driving mileage and the resting rate of drivers was both directly and indirectly related to accident involvement. Higher income and car ownership were directly related to fewer accidents. Interventions could aim to decrease ordinary violations, aggressive violations and errors among younger, less educated and single lorry drivers. Initiatives targeted to increase the scheduled resting frequency of lorry drivers may also hold promise.     

Screening out accident-prone Iranian drivers: Are their at-fault accidents related to driving behavior?

To provide a scientific background in road safety domain a better understanding of human risk factor is crucial. The aims of the present study were the following: (1) developing an accident prediction model for estimating the at-fault accidents of drivers (2) controlling for the regression-to-the-mean and screening out the accident-prone drivers (3) identification of significant behavioral predictors in at-fault accident occurrences and delving into the relationship between the aberrant driving behaviors and at-fault accidents of those identified as accident-prone. A questionnaire survey compiling various measures of personality type, aberrant driving behavior, demographic and accident history information of 1762 Iranian drivers was conducted in which 1375 male and 387 female participants were of the average age of 35.6 (S.D. = 11.987). To analyze the obtained data, the generalized linear modeling (GLM) approach was taken resulting in four models with various independent variables. The results indicated that age, gender, education level, years of active driving, and especially exposure had an effect on drivers’ at-fault accidents while there was no discernible effect from income level, personality type and area of residence. In the screening procedure, 715 drivers were identified as accident-prone. Behavioral comparison analyses indicated that the lapses, errors, ordinary and aggressive violations are different for the accident-prone drivers. A comparison between the accident-prone and non-accident-prone drivers revealed that the ordinary violations have considerably higher effect than the others on at-fault accidents. Implications of the results are discussed with regard to insurance policies and education interventions.     

Do aggressive driving and negative emotional driving mediate the link between impulsiveness and risky driving among young Italian drivers?

ABSTRACT

The present study examined the contribution of impulsiveness and aggressive and negative emotional driving to the prediction of traffic violations and accidents taking into account potential mediation effects. Three hundred and four young drivers completed self-report measures assessing impulsiveness, aggressive and negative emotional driving, driving violations, and accidents. Structural equation modeling was used to assess the direct and indirect effects of impulsiveness on violations and accidents among young drivers through aggressive and negative emotional driving. Impulsiveness only indirectly influenced drivers’ violations on the road via both the behavioral and emotional states of the driver. On the contrary, impulsiveness was neither directly nor indirectly associated with traffic accidents. Therefore, impulsiveness modulates young drivers’ behavioral and emotional states while driving, which in turn influences risky driving.     

The effect of drivers’ eye contact on pedestrians’ perceived safety

Many fatal accidents that involve pedestrians occur at road crossings, and are attributed to a breakdown of communication between pedestrians and drivers. Thus, it is important to investigate how forms of communication in traffic, such as eye contact, influence crossing decisions. Thus far, there is little information about the effect of drivers’ eye contact on pedestrians’ perceived safety to cross the road. Existing studies treat eye contact as immutable, i.e., it is either present or absent in the whole interaction, an approach that overlooks the effect of the timing of eye contact. We present an online crowdsourced study that addresses this research gap. 1835 participants viewed 13 videos of an approaching car twice, in random order, and held a key whenever they felt safe to cross. The videos differed in terms of whether the car yielded or not, whether the car driver made eye contact or not, and the times when the driver made eye contact. Participants also answered questions about their perceived intuitiveness of the driver’s eye contact behavior. The results showed that eye contact made people feel considerably safer to cross compared to no eye contact (an increase in keypress percentage from 31% to 50% was observed). In addition, the initiation and termination of eye contact affected perceived safety to cross more strongly than continuous eye contact and a lack of it, respectively. The car’s motion, however, was a more dominant factor. Additionally, the driver’s eye contact when the car braked was considered intuitive, and when it drove off, counterintuitive. In summary, this study demonstrates for the first time how drivers’ eye contact affects pedestrians’ perceived safety as a function of time in a dynamic scenario and questions the notion in recent literature that eye contact in road interactions is dispensable. These findings may be of interest in the development of automated vehicles (AVs), where the driver of the AV might not always be paying attention to the environment.     

What attracts attention during police pursuit driving?

Efficient deployment of attention is important to the safe execution of tasks with a high content of visual information, such as driving. Chasing a lead vehicle is an extremely demanding and dangerous task, though little is known of the visual skills required. A study is reported that recorded the eye movements of police drivers and two control groups (novices and age‐ and experienced‐ matched controls) while watching a series of video clips of driving. The clips included pursuits, emergency response drives, and control drives (at normal speeds) around Nottinghamshire, UK. Analysis of gaze durations within certain categories of stimuli revealed that daytime pursuit drives correspond with an increase in gaze durations on a lead car (controlled for exposure), though police drivers direct their attention to other sources of potential hazards, such as pedestrians, more so than other drivers. Copyright © 2005 John Wiley & Sons, Ltd.     

The effect of the emotional state on driving performance in a simulated car-following task

Emotion is an important factor that influences driving behavior, but the mechanism is unclear. This research explored the effect of the emotional state on simulated driving behavior. Thirty-five licensed drivers participated in this study and completed a car-following task. The angry, happy and neutral states were manipulated during the task. The participants’ driving performance and risk perception were recorded under each emotional state. Trait anger and driving experience were also measured to explore the possible mediating effect. The results showed that the drivers in an angry or happy emotional state tended to maintain less time to collision and take a longer time to brake while following a lead vehicle than the drivers under the neutral condition, suggesting that drivers in emotional states are more dangerous those in neutral states. Moreover, the happy state rendered the drivers more dangerous, which manifested as a lower perceived accident risk than that among the drivers in the angry and neutral states. More specifically, experienced drivers in happy states performed worse with respect to vehicle lateral position control. Recommendations and implications for safety education and further research are discussed.     

The interactive effect of vehicle signals and sensation-seeking on driver hazard perception

Does sensation seeking—as a personality trait that is closely related to risky driving—affect a driver's hazard perception, and if so, under what circumstances? Using hazard locations and vehicle signals as cues, this study classifies traffic situations into four types: danger ahead with cues, danger ahead without cues, danger behind with cues, and danger behind without cues. Based on these classifications, we examine the characteristics of hazard perception, decision-making criteria, sensitivity, and visual attention patterns of drivers with different sensation-seeking tendencies. Fifty-two experienced drivers were recruited for experiments in Dalian, China. Using computer, participants were shown videos taken from the driver's perspective and were asked to respond to hazards by pressing keys on the left mouse button. Their eye movements were recorded, and a multi-dimensional driving-style scale was used to divide participants into higher and lower sensation-seeking groups. The results showed that the higher sensation-seeking drivers had a lower hazard detection rate, fewer fixation counts, and shorter glances when there were cues, and they responded more slowly when there was danger ahead. For dangers ahead with cues and dangers behind without cues, the more attention the higher sensation-seeking drivers paid to the danger, the slower their response and the lower their hazard detection rate. The results indicated that higher sensation-seeking drivers have poor hazard perception in situations when there are vehicle signals as prompting clues and dangers ahead. In particular, for a danger with clues, the visual agility of the higher sensation-seeking drivers was worse than that of the lower sensation-seeking drivers. The more attention they paid to the danger the worse their hazard perception. The results of this study can provide guidance to teach drivers hazard-perception skills.     

Strategic changes in task performance in simulated car driving as an adaptive response to task demands

Car drivers appear to reduce their driving speed in high task demand situations. Summala's [Safety Sci. 22 (1996) 103–117]; [in: J.A. Rothengatter, & E. Carbonell Vaya (Eds.), Traffic and Transport Psychology: Theory and Application, Pergamon, Oxford, 1997, pp. 41–52] model of behavioural adaptation (MBA) also assumes that drivers increase speed in low task demand situations or attend to additional tasks more. The present study investigated the relation between driving speed and task demands in simulated driving. Participants were observed under three speed conditions, driving fast, driving as if taking a driving test, and following a fast-driving car. The same route was driven twice under each of these speed conditions: once with and once without the concurrent performance of an auditory short-term memory task. All other things being equal, driving fast required more effort than driving more slowly, which was not compensated for by better memory performance. This refutes one assumption of the MBA. When following a fast-driving car, participants invested less effort than when driving fast. As auditory route guidance messages were embedded within the memory task, participants were forced to attend the memory task in all rides of the Fast and Accurate conditions, but not in the Car Following conditions. This can also explain why the memory task had no effect on cognitive effort. It is concluded that car drivers prioritise their task goals.     

Analysis of the occurrence and severity of vehicle-pedestrian conflicts in marked and unmarked crosswalks through naturalistic driving study

BackgroundAlthough many studies have been conducted on the safety of pedestrian crossings, few researches have been focused on drivers' behavior in unmarked crosswalk and marked crosswalk areas. Considering that statistics of pedestrian accidents are not the same in the two types of crossing area, based on the last report of the World Health Organization, it is very critical to evaluate driver yielding behavior to determine the differences in the actions of drivers when encountering pedestrians in the two areas.MethodsThis study was conducted based on surrogate measures of safety (SMoS) collected through a Naturalistic Driving Study on 52 participants in Iran. The study was carried out from April 2017 to April 2018 using the installation of cameras in the private vehicle of the participants. The analysis of the recorded films showed that 956 conflicts have occurred in unmarked crosswalks and 392 conflicts in marked crosswalks, respectively.ResultsA model was developed for driver yielding behavior using binary logistic regression, and showed that yielding rates in unmarked crosswalsk were about fifty percent of the yielding rates in marked crosswalks. Based on the model, it is indicated that the aggressive behavior of pedestrians during the crossing, such as running, zigzag and diagonal crossing, as well as the late detection of pedestrians by drivers resulting from high-speed driving in the unmarked crossing areas, will reduce the yielding behavior rate. Also, using the Swedish traffic conflicts technique, the severity of the conflicts was classified into four general categories: encounter, potential, slight, and serious conflict, through 30 different levels on the basis of conflicting speed and time to the accident. The results showed that pedestrians behavior during conflicts of the group “encounter” and drivers’ behavior during conflicts of the groups of “potential”, “slight” and “serious”, were the principal factors in preventing collision through an evasive maneuver. The results showed that increasing the level of conflict severity, which indicates an increase of the conflicting speed and a decrease of the time remaining to point of a possible collision with pedestrian, causes drivers to yield a harsh-maneuver to prevent collision. Soft-maneuvers such as deceleration and acceleration, as well as harsh-maneuvers such as changing the lane/stop during conflicts were most driver yielding behavior during conflict groups of slight and serious. According to the results of the analysis, the behavior of drivers in marked crossing areas is better than in the unmarked crossing area, leading to safer crossing for pedestrians.ConclusionsThis study suggests that the significant differences in driver yielding behavior in the two areas is due to the late detection of pedestrians by drivers and also the less proper action by them in unmarked crosswalk areas. Thus, the probability of accidents in Unmarked Crossing areas is higher than in marked crossing areas. Consequently, the design of improved advanced driver assistance systems to identify the risk of pedestrian accident may improve the driver yielding behavior and thus increase the safety of pedestrians.     

Obstacle avoidance under automated steering: Impact on driving and gaze behaviours

Within the context of more and more autonomous vehicles, an automatic lateral control device (AS: Automatic Steering) was used to steer the vehicle along the road without drivers’ intervention. The device was not able to detect and avoid obstacles. The experiment aimed to analyse unexpected obstacle avoidance manoeuvres when lateral control was delegated to automation. It was hypothesized that drivers skirting behaviours and eye movement patterns would be modified with automated steering compared with a control situation without automation. Eighteen participants took part in a driving simulator study. Steering behaviours and eye movements were analysed during obstacle avoidance episodes. Compared with driving without automation, skirting around obstacles was found to be less effective when drivers had to return from automatic steering to manual control. Eye movements were modified in the presence of automatic steering, revealing further ahead visual scanning of the driving environment. Resuming manual control is not only a problem of action performance but is also related to the reorganisation of drivers’ visual strategies linked to drivers’ disengagement from the steering task. Assistance designers should pay particular attention to potential changes in drivers’ activity when carrying out development work on highly automated vehicles.     

The ability of young,middle-aged and older drivers to inhibit visual and auditory distraction in a driving simulator task

Driver distraction is one major cause of road traffic accidents. In order to avoid distraction-related accidents it is important to inhibit irrelevant stimuli and unnecessary responses to distractors and to focus on the driving task, especially when unpredictable critical events occur. Since inhibition is a cognitive function that develops until young adulthood and decreases with increasing age, young and older drivers should be more susceptible to distraction than middle-aged drivers. Using a driving simulation, the present study investigated effects of acoustic and visual distracting stimuli on responses to critical events (flashing up brake lights of a car ahead) in young, middle-aged, and older drivers. The task difficulty was varied in three conditions, in which distractors could either be ignored (perception-only), or required a simple response (detection) or a complex Go-/NoGo-response (discrimination). Response times and error rates to the critical event increased when a simultaneous reaction to the distractor was required. This distraction effect was most pronounced in the discrimination condition, in which the participants had to respond to some of the distracting stimuli and to inhibit responses to some other stimuli. Visual distractors had a stronger impact than acoustic ones. While middle-aged drivers managed distractor inhibition even in difficult tasks quite well (i.e., when responses to distracting stimuli had to be suppressed), response times of young and old drivers increased significantly, especially when distractor stimuli had to be ignored. The results demonstrate the high impact of distraction on driving performance in critical traffic situations and indicate a driving-related inhibition deficit in young and old drivers.     

Aging and driving in a complex world: Exploring age differences in attentional demand while driving

We investigated the relationship between attention and road complexity in a convenience sample of older drivers. The study sought to examine the impact of age-associated changes in attention in response to situations with an elevated risk of crash. Scenarios were manipulated in terms of handling and information processing complexity. Twenty-six older drivers and 30 mid-aged drivers completed a series of 20 simulated driving scenarios incorporating either rear-end or crossing path situations. For each scenario, the complexity of the driving environment was systematically manipulated in terms of vehicle handling and information processing elements. The attentional demands of half of the scenarios were assessed by means of a peripheral detection task (PDT) as well as through a subjective measure of overall difficulty. The results indicated that when information processing demands were increased, through the addition of traffic, and buildings, all participants exhibited greater workload regardless of age. While no main effects of age were observed, older drivers did exhibit significantly longer PDT responses in the low vehicle handling condition of the crossing path scenario. The results confirm the impact of environmental complexity on attention but suggest that the PDT may not be the most appropriate means of assessing attentional demands among older drivers, particularly when the driving complexity is elevated.     

Racial bias in driver yielding behavior at crosswalks

Psychological and social identity-related factors have been shown to influence drivers’ behaviors toward pedestrians, but no previous studies have examined the potential for drivers’ racial bias to impact yielding behavior with pedestrians. If drivers’ yielding behavior results in differential behavior toward Black and White pedestrians, this may lead to disparate pedestrian crossing experiences based on race and potentially contribute to disproportionate safety outcomes for minorities. We tested the hypothesis that drivers’ yielding behavior is influenced by pedestrians’ race in a controlled field experiment at an unsignalized midblock marked crosswalk in downtown Portland, Oregon. Six trained male research team participants (3 White, 3 Black) simulated an individual pedestrian crossing, while trained observers cataloged the number of cars that passed and the time until a driver yielded. Results (88 pedestrian trials, 173 driver-subjects) revealed that Black pedestrians were passed by twice as many cars and experienced wait times that were 32% longer than White pedestrians. Results support the hypothesis that minority pedestrians experience discriminatory treatment by drivers at crosswalks.     

Relationship of seat belt use to health and driver behaviors

Seat belts are effective safety devices for protecting car occupants from injuries and fatalities in road vehicle accidents. Seat belt use has been reported to be related to some health and driving-related behaviors. The aim of the present study was to investigate to what degree seat belt use can be seen as health behavior or driver behavior. Participants were 252 licensed Turkish drivers (180 males, 72 females) with the mean age of 30.8 (SD = 12.15). A questionnaire including questions related to health-related behaviors, driver behaviors and seat belt use was used. Results of factor analysis showed that seat belt use in front seat grouped with driver behaviors (e.g., driving errors and violations) but not with health-related behaviors (e.g., healthy diet and sports participation). Regression analyses showed that seat belt use in back seat; and, regular walking and adequate sleep were positively related to seat belt use in front seat, whereas being male, driving errors and smoking frequency were negatively related to seat belt use in front seat. The present findings suggest that seat belt use can be considered in the context of driver behaviors such as driving errors and violations.     

Driver responses to motorcycle and lead vehicle braking events: The effects of motorcycling experience and novice versus experienced drivers

In many countries, motorcyclists are over-represented in traffic collision fatalities and injuries compared to vehicle registrations. Why drivers may violate the right-of-way of motorcyclists traveling as lead vehicles in front of drivers is empirically examined in two studies that were conducted with a moderate-fidelity driving simulator. The purpose of the first study was to determine if drivers, who also held a motorcycle license (N = 16), drove cars differently than regular drivers (N = 16) around motorcycles. The two groups did not differ on responses to motorcycling braking events, which was consistent with previous research on car following. The second study compared the driving performance of sixteen novice teenage drivers (M = 16.2 years of age) to 15 experienced drivers (M = 32.9) over the span of six monthly simulator sessions. Novice drivers’ perception response times (PRT) to the braking events were significantly longer than those of the experienced drivers. PRTs to motorcycle and lead vehicle braking events decreased over sessions. For all participants, PRTs to the motorcycle events were longer than to the car events. The implications of these results for motorcyclists and drivers with different levels of experience are discussed.     

The driver behaviour questionnaire in South-East Europe countries: Bulgaria,Romania and Serbia

Using data from three samples and more than 1000 participants, this study have examined the psychometric properties of the Driver Behaviour Questionnaire (DBQ) in three countries from South-East Europe. Differences in driving behaviour between countries were also investigated. Exploratory factor analysis results supported the distinction between errors and violations in all three countries. Furthermore, the positive associations of both errors and violations with self-reported traffic accidents were also consistent in all three samples. In terms of differences in driving behaviour, Romanian drivers scored higher on many error and violation items in comparison to the other two countries. Also, speeding violations were the most common violations in all three countries. Overall, our results provide further support for using the DBQ to measure aberrant (i.e. errors and violations) driver behaviour.